Carbureter.



F. L. SESSIONS.

I CARBURETER.

APPLICAHON FILED JAN. I7. HH L.

1 ,235, 1 64. Patented July 31, 1917.

4 SHEETS-SHEET I.

a N m M MUM 5555: //v VEN TOR.

F. L. SESSIONS.

CARBURETER.

APPLICATlON FILED JAN-17, 1914. 1,235, 1 64:. Patented July 31, 1917.

v 4 SHEETSSHEET 2.

a E M 2 is: \Q Q 2g 19% Q w a 3 1 Q N m N O I E 6 I F. L. SESSIONS.

CAHBURETER.

APPLICATION map JAN-17,1914.

1,23 5, 1 64; Patentd July 31, 1917.

4 SHEETS-SHEET 3.

W/T/i/ESSES //1 1 54 70?- F. L. SESSIONS.

CARBUHETER. APPLICATION FILED JAN-17. 1914.

1,235,164. Patented July 31,1917.

4 SHEETSSHEET 4.

FRANK L. SESSIONS, OF LAKEVTOGD, OHIO.

CABBUR'ETER.

Specification of Letters Patent.

Patented July 81, 191%.

Application filed January 17, 1914. Serial lilo. 812,702.

To all "1127mm if; only con ern:

lle it known that l, FRANK L. Finssroxs, a citizen of the United States,residing at Lakewood, in the county of (luyahoga and State of Ohio, haveinvented certain new and useful Improvements in Carburetors, of whichthe following is a specification.

Some of the objects of my invention are the use of fuels which are notreadily vaporized or gasilied at atmospheric temperatures and theeconomical use of fuels which are more readily vaporized or gasilied athigher temperatures.

To attain these objects, I employ on1 trollable means and new andimproved devices for heating the fuel prior to its mixture with air, forheating the air in the air inlet passage before it meets the fuel. andforthe further heating of the mixture as it. passes through the mixingchamber.

1 also employ controllable means and new and improved devices for mixingwith the volatile fuels, highly volatile fuels or other liquids, whichmixtures are readily vaporized at ordinary atmospheric temperatures andcan be utilized for starting the engine or for continuous operation if.desired. Some of the fuels which may be used in this manner are keroseneand gasolene in various proportions. \Vith my carburetor, gasolene onlymay be used for.

starting, or any effective mixture of gasolene and kerosene. Afterstarting and securing sutlicient heat in the heating jacket, keroseneonly may be used, or any desired proportion of gasolene may be admitted.

Other fuels which may be employed are kerosene amlsulfuric ether, asmall amount of the latter being sufficient to make the mixture volatileat ordinary temperatures.

I make further provision for ellicient carburetion in improved forms andarrangements of fuel nozzle and air inlet, and in control of theadmission of both air and fuel.

Fig. 4 is a section through a modified form of air inlet and fuelnozzle.

Flg. 5 1s a section on hne g h of Fig, 1.

Fig. (3 is a detail cross section of valve 14: v

on line m a of Fig. 7; Fig; 7 is a side elevation of valve ll; Fig. 8 isa side elevation of tube Fig. 9 is a plan and Fig. 10- is a sideelevation of valve 83.

Fig. 11 is a plan view of a portion of my carbureter showing the fuelvalve controlling mechanism.

Fig. of Fig. 11.

Fig. 13 is an elevation of one of my improved carburcters connected toan engine and fuel supply tanks.

Fig. 14: is a sectional view showing an air intake sleeve. 4

Fig. 15 is a partial plan view of cap 106 shown in Fig. 14;. I

In the drawings, 1 is the cast metal body of the carburetor shown inFig. 1 and Fig. 2. This body casting comprises the mixing chamber 9.,the heating jacket 3,.the float chamber 4, the float valve chamber 5,and the fuel needle valve chamber 6. 5 and O are branch compartments offloat chamber 4., being connected therewith by cored openings. 7 is aconnecting and supporting arm between the needle valve chamber and thewalls of the exhaust gas and mixing chambers. The fuel passes from theneedle valve chamber to the fuel heating chamber 8 through the hole 9,in the arm 7. The fuel heating chamber 8 is a thin space between theintcrior wall 10 of the exhaust gas chamber 3 and the wall 11 of the airinlet 12. 13 is the air inlet. valve seat and support which is securedto the body 1, and makes a gas tight joint therewith. 14 is is avertical section on line It'- Z the air inlet valve which consists ofanannular plate 11 having depending arms 11" converging at the bottom toform a spider for carrying the lower hub bearing 1%". 15 is a valvecarried by the air inlet valve but arranged to open in the reversedirection to relieve pressure due to explosions in the intake passagesor back firing in the engine cylinders. It has another function ofadmitting an increased supply of air when the suction caused by thepistons reaches the point where the inlet valve is lifted until thevalve 15 contacts with and is unseated by adjusting nut 16 on rod 17.

Rod 17 is threaded into and supported by a cross bar 18 forming part ofinlet valve support 13. 19 and 20 are jam nuts on rod 17. 21 is a.spring acting between the collar 22 which is pinned to rod 17 and theair inlet valve 1a to hold the latter to its seat. 23 is aspring actingbetween the collar and the valve 15 to hold the latter to its seat. 21is the fuel nozzle of annular cross section. 25 is a groove in the wallof the fuel heating chamber to insure free admission of fuel. 26 is thecustomary throttle valve, controlling admission to the cylinders. 27 isthe flange upon the intake manifold of the engine to which thecarburetor is connected. 28 and 29 are pipe connection openings into theheating jacket, 3, through which a portion of the exhaust gases may bepassed for the purpose of heating the fuel, the air, and the mixture offuel and air. Other means thanth'e exhaust gases may be used for thesepurposes, as for instance, water from the engine cooling system, or airheated by being drawn over hot surfaces of the exhaust pipe, or bysources of heat independent from the operation of the engine, withoutdeparting from the scope of my invention. 30 is an adjustable needlevalve. 31 is a threaded plug drilled centrally to form a seat-for theadjustable needle valve. 31 is drilled transversely as shown at 32 andgrooved around its circumference to permit the fuel which passes theneedle valve to enter hole l) and thence the fuel heating chamber 31 isprovided with a shoulder 33 which is forced tightly against acorrespondingsurface upon the body casting 1 to prevent the leakage 'offuel. 34 is a stop cock screwed into the bottom of plug 31, for drainingthe float and heating chambers. 35 is a float in the top of which issecured the post :57 which is hung to the lever 38. To the bottom of thefloat is fixed axially therewith the guide pin 39 which fits loosely inthe guide hole 410 at the bottom of the float chamber. This guide pinsteadies the floatand prevents its rubbing upon the wall of the floatchamber. 41 is a fulcrum post for the lever 38. 41 is screwed into themetal of the float valve chamber, so that the height of the fulcrum pinmay be varied as desired to raise or lower the level of the. fuel in thefloat chamber. 13 and 11 are similar float valves each having acircumferential groove on its stem for the reception of one end of theequalizmg lever 15.

One end of the lever 38 is bifurcatcd so that the equalizing lever 45may stand in the slot 16 so formed. The rising and falling of the floatcauses both valves to close and open. I make no claim in thisapplication for the floatvalve mechanism herein described and shown inthe drawings as it forms the subject matter of my copending divisionalapplication, Serial Number 166,356, filed May 1, 1917.

In Fig. *1, I show a modified form of air inlet in which I provide afixed or constant pening for air across the orifice of the fuel nozzle.This is accomplished by adjustably mounting in the air inlet a thinmetal tube, 55, having a cone shaped flange 56 at its upper end fordeflecting the air over the fuel nozzle orifice 57. is threaded at 58,the air inlet and valve support being correspondingly threaded toreceive it. By means of this threaded connection, the opening betweenthe flange 56 and the nozzle may be adjusted to regulate the amount ofair that may enter through it.

In Fi". 411 have shown the valve l-l in section but the rod 17, valve15, collar 22, and springs 21 and 23 are not shown. These parts areemployed in this modification in the same manner as they are shown in Fi1 with the exception that valve 14, as shown in Fig. l, seats upon theflange 56 of tube 55.

47 and 48 are threaded plugs forming seats for fuel valves 43, -l-+l,and they also serve as fuel supply connections to the float valvechamber It will be understood that each of the float valves is servedwith one of these connections. Where two sorts of fuel are used, eachconnection will lead to a separate storage tank as shown in Fig. 13, andthe proportion of each fuel that is admitted to the float chamber may begoverned by adjustable valves it), 50 in the pipe lines 51, 52 betweenthe storage tanks 53, 54: and the float valves ill, 44.. Thus, ifkerosene be used as one fuel and it is desired to mix with it sulfuricether, a small tank containing the latter may be connected to one floatvalve and a large tank of kerosene to the other.

By adjusting the valves 49, 50 in the fuel warm enough to cause theheavier grade of fuel to properly mix with the air, the fuel connectionto the storage tank containing the lighter fuel may beelosed. Means foroperating either or both of the valves between the float valves andstoragetanks may be provided convenient for the driver to operatewithout leaving his seat. 59, 59 are perforations in 55 to admit air tothe annular space 60, between the tube 55, and the w ll 11 of the airinlet and valve support.

,In Fig. 4, is also shown means for varying suit the adjustment ofthe-fuel nozzle orifice,

57, and serves also to prevent leakage of fuel from the fuel heatingchamber.

In Figs. 11 and 12 are shown the means I prefer to employ for regulatingthe amount of air and fuel which enter the'mixing chamber. In thisarrangement, the main body casting, 1, is provided with a cross bar 6%for centering the top of rod 65. ThisrOd-iswarried by cross bar 18, butis free to turn in a plain bearing therein and is not threaded like rod17.

Upon rod are mounted the deflecting blades 66 which are pinned to 65 bythe pin 67. Tothe lower end of rod 65 is pinned the lever 70 which isconnected to the offset lever 72 by the link .71. At its upper end.lever 72 is adjustably secured to the stem of "the needle valve 73 bymeans of the set screw 74. I

The needle valve stem is threaded at 7 5 into a nut 76 which in turn isexternally threaded with a so; ew thread 77 of greater pitch than thatof the needle valve stem. 78 is a plug screwed into the top of theneedle valve chamber and threaded internally at 77 to receive the nut 76. 79 is a lock nut for 76. 80 is a coiled spring arranged to rotate thevalve stem in a direction to close'jthe needle valve 7 3. 76 is providedwith a series of holes 81, 81, into any one of which the lower end ofspring 80 may be placed to produce the desired. spring tension. he upperend of spring 80 bears against lever 7 2.

In Fig.,12, I have shown an air valve differing from that shown in Fig.2. In this construction, rod 65, corresponds to rod 17 of Fig. 2 butinstead of being rigidly mounted in cross arm 18, it is free to revolveabout its own'axis. The upper end of rod 65 has a bearing 82 in crossbar 64. 83, 84, 85 are concentric conical valves. The largest of these,83 bears upon thevalve seat formed upon air inlet and valve seat 86, butmay be separated therefrom slightly by raised points 87,87 upon thecontacting surfaces so that a limited amountof air may enter the. mixingchamber without lifting the valve. The conical valves 83, 84, 85 haveperforated tubular stems, SS, 89, 90, extending downwardly. They areheld central by having perforated bottoms 91, 92, 93 which bear upon rod65. Sliding upon rod 65 and within the tubular extension 90 of valve tois the piston valve 94. The length of the stem 95,. of this valve isadjustable by means of the nut 96 and lock nut 97. The upper end of thevalve stem nut 96 bears against the valve stop 98 which in turn bearsagainst the hub of propcllerfan (36 which is pinned to rod 65.

Spring 99 standing in tube 90, acts to force the nest of conical valvesto their seats and to hold the piston valve 9% in its uppermostposition.

Valve stop 98 is shown to consist of a circular hub portion 100, andtwodownwardly and laterally extending arms, 101, 101. As the suctioncaused by the engine pistons increases, the valves 83, St and 85 aredrawn upward until 83.is stopped by the arms 101, 101. At this point theair inlet opening will remain constant until the suction .increases tosuch an extent that it lifts valves 8% and 85 together or decreases andpermits all of the valves to again fall. In case the suction increasessufiiciently, the valve 8% strikes the valve stop arms 101, 101. and isprevented from rising farther, while with still further suction thevalve 85 will be lifted away from 84c'to permit air to enter betweenthem. It is evident that as soon as any of the valves begin to open, thelifting pressures may thereby be reduced so that the combined suctionand the friction of the air passin through the valves will hold them inbalanced suspension between the points where they strike the valve stoparms.

It will be seen that the main air inlet valve is made upof a pluralityof concentric valves, each one being seated upon the next larger andforming a seat for the next smaller. It may be best designated as alaminated valve.

Piston valve 91 p erforms the same functions as valve 15 shown in Fig.2, in providing a relief for back pressure within the carburetor and inunseating the valve to ad- 'mit air after the niain inlet valves haveopened a predetern'lined amount. 13y varying the position of theperforations or ports 102 in tube 90 and the tension of spring 99, theopening of valve 94: may be regulated.

As the mixture of air and fuel passes the deflecting blades 66, it willproduce a rotating effect upon these blades upon rod which will betransmitted to the needle valve stem and will open the needle valve anamount depending upon the velocity of the mixtur'e the pitch of thescrew 75. the tension of spring 80 and the relation of the lovers and72. By means of the various adjustments, I have provided that the properproportions and amounts of air and fuel allowed to enter the enginecylinders will be very accurately and automatically governed for allloads and speeds, once the adjustments are made. I

The adjustment of the needle valve, 73 is at. unplished by turning thenut 76 until the needle valve stands at the desired nearest closedposition when the lever 72 rests against the arm 7 which acts as a stopto further rotation to open the valve. It will be understood that anyother means to limit the action of the spring 80 to close the needlevalve may be employed without departing from the scope of my invention.

The amount of exhaust gases allowed to pass through the heating jacketmay be regulated by suitable valves in the pipe connections or byadjusting the size of these conneetions.

The preheating of the air may be regulated by the length of the airinlet adjacent. I the fuel heating chamber; or by extending the airinlet and valve support downward or by drawing the incoming air througha compartment surrounding the exhaust gas chamber as shown in Fig. 14.

The airinlet and valve support being surrounded by the fuel heatingchamber and heating jacket, will become heated by them so that theincoming air will be preheated from contact with and radiation from thewalls of the air passage. After passing the air inlet valve and fuelnozzle, the air and fuel will be directed against the walls of themixing chamber.

By making the shape of the mixing chamber, 9., partially spherical, oroblate, the air and fuel are thoroughly mixed and are heated by beingforced into contact with the hot walls common to the mixing chamber andheating jacket.

In Fig. 14 is shown one of seve 'al means which may be employed toeffect a greater preheating of the air. 103 i. a sleeve having aninternal flange 104. This ilange slips over the threaded projection ofthe air inlet and valve support 13, the sleeve 1023 surrounding the mainbody casting l, and forming the annular space 105 through which theincoming 'air is drawn in contact with the outer wall of the heatingjacket. 106 is a threaded cap which holds the sleeve 103 in place. Boththe sleeve 103 and cap 10o are perforated to permit the incoming air toenter the air inlet. 103 may be cut away where necessary for passing thearm 7 and other obstructions, or may be modified as found convenient ordesirable to inclose more or less of the heating jacket and connections.

By my improved arrangement, heat is very quickly imparted to the fuel onaccount of the large surface of the fuel heating chamber. By heating thefuel after it passes the fuel needle valve, all the heat applied is putto useful work and the fuel is readily picked up by the incoming air.The cylindrical fuel heating chamber surrounding the air inlet passage,and the heating jacket, may be made of any required length to secure theproper heating of the fuel and incoming air prior to their entering themixing chamber. The thin walls ofthe fuel heating chamber readilytransmit heat from the heating jacket to the incoming air which theycompletely surround. As the air passes through the air inlet valve intothe mixing chamber it is deflected sharply across the annular fuelnozzle. At the same time it expands into the mixing chamber, the crosssection of which is considerably larger than that of the air inletpassage, and the fuel is completely vaporized and thoroughly mixed withthe air. I have shown the walls of the mixing chamber inclined upwardand outward so that any liquid fuel which may be drawn out of the nozzleby the suction created by the engine will be blown upon the walls in a.thin film and quickly evaporated by the incoming air. This feature isparticularly advantageous in starting a cold engine and I believe thatit has not been heretofore proposed.

Other modes of applying the principle of my invention may be employedinstead of the one explained, change being made as regards the mechanismherein disclosed, provided the means stated by any one of the followingclaims or the equivalent of such stated means be employed.

I therefore, particularly point out and distinctly claim as myinvention:

1. In a carluireter, a casing provided With a mixing chamber having anair inlet, a fuel inlet and a mixture outlet, the fuel inlet surroundingthe air inlet, and a. plurality of concentric valves controlling theadmission of air through the air inlet to the mixing chamber.

2. In a. carburetor, a casing provided with a mixing chamber having anair inlet, a fuel inlet and a mixture outlet, the fuel inlet surroundingthe air inlet, a plurality of concentric valves controlling theadmission of air through the air inlet to the mixing cham her, and meansfor closing said valves.

3. In a carbureter, a casing provided with a mixing chamber having anair inlet, a fuel inlet and a mixture outlet, the fuel inlet surroundingthe air inlet, a plurality of concentric valves controlling theadmission of air through the air inlet to the mixing chamher, and meansfor limiting the opening of said valves.

4. In a carbureter, a casing provided with a mixing chamber having anair inlet, a fuel inlet and a mixture'outlet, the fuel inlet surroundingthe air inlet, and a plurality of concentric valves controlling theadmission of air through the air inlet to the mixing chamber, thelargest valve being seated upon the wall of the air inlet, and each ofthe remaining valves being seated upon the next preceding valve.

in a carbureter, a main air inlet valve opening inwardly and providedwith an opening, a supplemental reverse-openingvalve seated over saidopening to close the same, means for holding both valves normallyclosed, and means for automatically unseating said supplemental valvewhen the main valve has reached a predetermined point in its inwardmovement, said carburetor having a fuel inlet adjacent the main valve.

(3. In a carbureter an air inlet valve opening inwardly, a reverseopening valve carried thereby, means for holding said reverse openingvalve against inward movement during a portion of the inward openingmovement ofthe air inlet valve, and to be positively unseated uponfurther opening 0f the air inlet valve to thus admit an additionalsupply of air past the reverse-opening-valve, said carbureter having afuel inlet adjacent the main valve.

'7. In a carbureter, a casing provided with a mixing chamber, an airinlet, a fuel inlet,

and a mixture outlet, the fuel inlet surrounding the air inlet, an airinlet valve opening inwardly and having an opening therethrou h, areverse opening valve closing said opening, and a single means forclosing said air inlet valve and said reverse opening 8. in acarburetor, the combination ct an inwardly-opening mam valve provided.with.

a' central opening, a reverse-opening supplemental valve adapted to seatover said opening and thus close the same, a central rod passing throughsaid valves, means for normally holding both valves closed, and stop'means on the rod adapted to hold the supplemental valve when the mainvalve reaches" a predetermined point in its inward movement and thuscause the supplemental valve ing-valve seated over said opening to closethe same, means for holding both valves normally closed, and means forautomatically unseating said supplemental valve .when the main valve hasreached a predetermined. point in its inward movement, said meansembodying devices whereby the point at which the unseating takes placemay be varied, said carbureter having a fuel inlet adjacent the mainvalve.

10. In a carburetor, the combination of an inwardly-opening main valve,a supplemental valve adapted to admit an additional supply of air, andmeans whereby this supplemental valve is unseated to admit saidadditional supply of air at a predetermined point in the inward movementof the main valve, said carburetor having a fuel inlet adjacent .themain valve.

1 11. In a carburetor, the combination of an inwardly-opening mainvalve, a supplemen- 35 tal valve adapted to admit an additional supplyof air, and means whereby this supplemental valve is unseated to admitsaid additional supply of air at a predetermined point in the inwardmovement of the main 99 valve, said means consisting of a rod extendinginto the intake and provided with a stop against which said supplementalvalve abuts, said carburetor having a fuel inlet adjacent the mainvalve.

12. In a carbureter, the combination of. an inwardly-opening main valve,a supplemental valve adapted to admit an additional supply of air, andmeans whereby this supplemental valve is unseated to admit said 100additional supply of air at a predetermined point in the inward movementof the main valve, said means consisting of a rod extending into theintake and slidably connected to the supplemental valve and providedwith a stop on its inner end against which said supplemental valveabuts, said carburetor having a fuel inlet adjacent the main valve.

13. In a carburetor, the combination of an 119 inwardly-opening mainvalve, a supplemental valve adapted to admit an additional supply ofair,and means whereby this supplemental valve is unscated to admit saidadditional supply of air at a predetermined point in the inward movementof the main valve, said means consisting of a rod extending into theintake and slidably connected to the supplemental valve and providedwith a stop on its inner end against 12( which said supplemental valveabuts, said stop being adjustable on the rod to vary the point ofunseating of the supplemental valve, said carburetor having a fuel inletadjacent the'main valve.

14;. In a carburetor, a casing provided. with a mixing chamber, an airinlet and a fuel inlet, a main valve controlling the How of air into themixing chamber, a supple- In testimony whereof I zufix my signature\mental valve aclaptecl t0 aclmlt an addltlonal 111 presence of twoWitnesses.

supplv of 1111 to the mlxmg chamber, and L Enm u, I i l I ll meanswhereby th1s supplemental Valve 1s n S 0010\S 5, uneeuted to ndmlt salclaclclmonal supply 0;": Vl ltnesses:

2111- at a precletermlnecl pomt 1n the lnwarcl FLORENCE PALMER,

movement of the main valve. DAVID PERRIS.

